Gas-motor engine.



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INV ENTOR Mat r No. 757,415. PATENTED APR. 12, 1904. A. ROLLASON.

GAS MOTOR ENGINE. APPLICATION FILED my 22, 1001.

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No.- 757,415! PATENTED APR. 12, 1904."

A. ROLLASON. GAS MOTOR ENGINE.

APPLICATION FILED MAY 22, 1901. N0 MODEL. 5 SHEETS-SHEET 3.

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No. 757,415. PATENTED APR. 12, 1904. A. ROLLASON.

GAS MOTOR ENGINE. prLIoATIoN nun Mn 22, 1901.

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PATENTED APR. 12, 1904.

ROLLASON. GAS MOTOR ENGINE.

APPLIUATION FILED MAY 22, 1901.

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r No. 757,415.

Patented April 12, 1904.

PATENT OFFICE.

ARTHUR ROLLASON, OF LONG EATON, ENGLAND.

GAS-MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 757 ,415, dated April12, 1904.

Application filed May 22, 1901. Serial No. 61,387. (No model.) i

To all whom it may concern.-

Be it known that I, ARTHUR RoLLAsoN, a citizen of England, residing at13 Lime Grove, Long Eaton, in the county of Derby, England,

have invented certain new and useful Improvements in Gas-Motor Engines,(for which I have applied for a patent in Great Britain, dated March 21,1901, No. 5,974,) of which the following is a specification.

This invention has for its object improvements in gas-engines which givean impulse at every revolution of the crank-shaft and which have twopistons moving in opposite directions in one cylinder provided with latr5 eral ports for the admission of the charge and for exhaust of theproducts of combustion at opposite ends, these ports being uncovered bythe pistons as they are completing their outstroke and being covered bythe pistons as they advance,compressing the charge between t 1cm.

In order that engines may work satisfactorily when furnace or fuel gasesare employed to work them, a volume of cool air should be forced throughthe working cylinder after each explosion to cool the cylinder and thepistons and to sweep out the products of combustion along with any dirtor dust that may be deposited, thus preparing the 0 cylinder for the newexplosive charge.

My invention relates to means of eifecting the scavenging and coolingandthe admission and compression of the explosive mixture into the cylinderat the proper times, as I shall describe, referring to the accompanyingdrawings.

Figure 1 is a longitudinal section of an engine according to myinvention. Fig. 2 in its upper half is a plan and.in its lower half a 4sectional plan. Figs.3,4, and5 are transverse sections, respectively, onthe lines 3 3, 4 4, and 5 5 of Figs. 1 and 2, the section on the lowerpart of the left side of Fig. 5 being taken on line 6 6 in order to showthe valves; and

Figs. 6 and 7 are respectively aplan view and a sectional sideelevation.

The engine-shaft has a central crank a, connected to a piston 6, and twocranks 0 c, which are opposite to a and are both connected to 5 thepiston-rods of another piston 0Z. Both the pistons Z) and (Z arediiferential, their smaller parts working both in one cylinder 0 andtheir larger parts f and g working in enlargements at each end of thecylinder 6. When the pistons b and d, which move in opposite directions,are at the extremes of their outstrokes,

as shown in Figs. 1 and 2, they uncover lateral outlet-ports h,communicatingwith an exhaust-outlet Z9, and lateral inlet-ports a,communicating with the annular space Z, sur- 6o rounding the cylinder 6where these ports occur. At the front end of the cylinder there arepassages m, which may communicate by pipes a under the floor with asupply of gas or explosive mixture to a valve n, which is worked bylevers and rod from a cam 0 on the crank-shaft, and above this is aself-acting valve 9, which may consist of strips of leatheror likematerial laid over the passages of a grating. From the valve 12 apassage 00 leads to a reservoir from which there. are openings coveredby spring-valves g, the space under their seatings communicating withthe annular space Z, above referred to. In the rear enlarged part of thecylinder there are two pairs of self-acting grating-valves s, the lowervalves covering inlets t for air and the upper valves giving passage tothe space Z. The valves q are opened in opposition to the springs by alever and rod Worked by a cam 8 a on the crank-shaft.

The engine operates as follows: Assuming that both pistons b and d areat the extremes of their outstrokes, as shown in Figs. 1 and 2, that byprevious strokes, as will presently be described, gas or explosivemixture has been compressed in the reservoir 9" and air has beencompressed in the space Z, then the air under pressure from Z enteringthe cylinder 6 by the ports 7; sweeps the products of previous explosionthrough the ports it, and then the valves 9 being opened by the actionof the cam 14 the gas or explosive under pressure passes from thereservoir r into the cylinder, mixing with the air therein, forming the9 5 explosive charge. As the pistons b and d return inward they closethe ports h and c' and compress the charge between them. This beingignited electrically or otherwise, the pistons are both propelledoutward and the cycle I00 is repeated. As the pistons b and d moveoutward their enlarged parts 9 and f operate as pump-pistons, 9 drawingin gas or explosive mixture through the valve 42, and f drawing in airby the lower valves 8. When the pistons b and d move inward, g forcesthe gas or explosive mixture which it had drawn in through the valve pand passage 00 into the reservoir 7", where it remains in a compressedcondition, and f forces the air which it had drawn in through the uppervalves 8 into the space Z. The compressed air thus stored in Z serves,as above described, to clear the products of combustion out of thecylinder 6 and the valve g being opened furnish, with the gas orexplosive mixture from r, a fresh charge, which is compressed and firedevery revolution of the crank-shaft. Having thus described the nature ofthis invention and the best means I know of carrying the same intopracticalv effect, I claim 1. An explosive-engine cylinder having twolarger cylinders in tandem therewith at its ends, one of said cylindershaving port connections arranged to draw in and compress the charge, andthe other cylinder having port connections arranged to draw in andcompress air, and two plungers in the motive cylinder arranged toreciprocate simultaneously in opposite directions, each plunger havingan enlarged piston portion fitting in one of the end cylinders;substantially as described. 7

2. A gas-motor engine having a motive cylinder with an air-compressingcylinder and an explosive-compressing cylinder in alinement therewith atits opposite ends,tw0 pistons in the motive cylinder connected byconnecting-rods to opposite cranks on the same shaft, each having anenlarged portion serving as a piston for one of thecompressing-cylinders, in combination with the self-acting valves 8 andthe air-space Z; substantially as described.

3. A gas-motor engine having a motive-cylinder with an air-compressingcylinder and an explosive-compressing cylinder in alinement therewith atits opposite ends, two pistons in the motive cylinder connected byconnectingrods to opposite cranks on the same shaft, each having anenlarged portion serving as a piston for one of thecompressing-cylinders, in combination with the passages m, the valve nwith its operating-lever, the valve p, the springvalves (1 with theiroperating-levers, and the reservoir r; substantially as described.

4. An explosive-engine cylinder having two larger cylinders in tandemtherewith at its ends, one of said cylinders having port connectionsarranged to draw in and compress the charge, and the other cylinderhaving port connections arranged to draw in and compress air, twoplungers in the motive cylinder arranged to reciprocate simultaneouslyin opposite directions, each plunger having an enlarged piston portionfitting in one of the end cylinders, storage-chambers connected to theend cylinders and valve mechanism arranged to feed the compressed airand charge successively into the working cylinder; substantially asdescribed.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

ARTHUR ROLLASON. Witnesses:

DOUGLAS C. SToRER, THos. H. 000K.

